Fender.



No. 719,029. PATENTBD JAN. 27, 1903. J. MoGUIRE- PENDERL APPLICATIONFILED MAR. 31, 1902. N0 MODEL.

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PATENTBD JAN. 27, 1903. J. MoGUIRE. FENDER.

APPLICATION FILED MAR. 31, 1902.

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J. MoGUIRE.

FENDER.

APPLIOATION FILED MAR. 31, 1902.

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John McGuire 5 m sfl No. 719,029. PATENTED JAN. 27, 1903. J. MCGUIRE-FENDER.

APPLICATION FILED MAR. 31, 1902. NO MODEL. 4 SHEETS-SHEET 4.

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ST. LOUIS, MISSOURI.

FENDER.

SPECIFICATION forming part of Letters Patent No. 719,029, dated January27, 190 3.

Application filed March 31, 1902. Serial No. 100,682. (No model.)

To all] whom, it may concern:

Be it known that I, JOHN MCGUIRE, a citizen of the United States,residing at the city of St. Louis, in the State of Missouri, haveinvented a certain new and useful Fender, of which the following is sucha full, clear, and exact description as will enable any one skilled inthe art to which it appertains to make and use the same, reference beinghad to the accompanying drawings, forming part of this specification.

My invention relates generally to fenders for street-cars and similarvehicles, and particularly to that class of fenders in which the guardis in normal position elevated above the ordinary irregularities of thesurface, but may be lowered into operative position close to the surfaceautomatically upon contact with an obstruction or at will by means of alever or similar device actuated by the person operating the vehicle towhich the fender is attached.

The principal object of my invention is to provide a simple andelficient fender which will operate as above stated,either automaticallyor at the will of the motorman, and which may be raised from operativeand replaced in normal position by the motorman without necessitatinghis leaving the platform for this purpose.

Referring now to the drawings, which show a fender embodying myinvention, Figure 1 is a top plan view of the fender, showing in dottedlines the relation of the oar-platform thereto. Fig. 2 is a verticalsection on the line 2 2 of Fig. 1. Fig. 3 is a vertical section ontheline 3 3 of Fig. 1. Figs. 4. and 5 are vertical sections on the lines44 and 5 5, respectively, of Fig. 1; and Figs. 6 and 7 are respectivelya top plan and a sectional view of a modification of the guard shown inthe preceding figures.

A guard which may be of any suitable and usual construction is indicatedby 10. This guard is supported from the under side of the platform 11 bymeans of a double crank 12. The ends of the double crank pass througheyes 13, bolted to the outer sills 14, forming part of the platform 11.Supporting-arms 16 extend rearwardly from the guard 10. These arms 16are pivotally attached to the double crank 12 by means of bearings 17,bolted to said arms. The ends of the arms 16 and the inwardly-bentends/of the side rails 18 of the guard 10 are rigidly connected togetherby a rod 19, passing through eyes in said arms and side rails and firmlybolted thereto by means of nuts 20.

. It will be seen that the fender is pivoted to the platform at a pointto the rear of the center of gravity of said fender, and for the purposeof supporting the fender in its elevated or normal position, as shown inFig. 2, I provide two rearwardly-opening hooks 22, rigidly bolted to across-beam 23, carried by the plat form 11, and for the further purposeof releasing the guard 10 when desired and allowing it to rest upon orin close proximity to the ground I provide a bent lever 24, fulorumed at25 to the sill 26 and having its lower end normallyin contact with therod 19 when said rod is in position in the hooks 22. The upper end ofthe bent lever 24 is provided with a pin 27, which projects through theplatform of the car in such a position as to be within reach of the footof the motorman. For the purpose of returning the fender from operativeto normal position I provide a rope 30, which is attached to the forwardportion of the guard 10 and extends to within reach of the motorman uponthe platform 11. In Figs. 6 and 7 I have shown a modified form of guardfor use with my invention. In these figures the guard 10 is showndivided in the direction of its length into a main guard 32 and anauxiliary guard The auxiliary guard 33 is pivoted to the front of themain guard 32 by means of two hinges 34 and 35. The construction ofthese hinges is preferably such that they may be readily taken apart,thus allowing the auxiliary guard 33 to be easily disconnected from themain guard 32.

The operation of my invention will be understood by an inspection ofFigs. 2 and 5. Fig. 2 represents the fender in its normal position sosituated as to pass above ordinary irregularities in the track. If nowthe forward end of the fender comes in contact with any obstruction, itwill be forced a slight distance to the rear. This will release the rod19 from the jaws of the hooks 22, and the guard will fall of its ownweight into contact with the ground, assuming such a position as to pickup and carry with it the obstruction.

This position of the guard is shown in Fig. 5. If the motorman shouldnotice the obstruction in suificient time, he may himself throw theguard into operative position by pressing downward the pin 27, causingthe lever 24: to throw the rod 19 free of the hooks 22. When it issubsequently desired to restore the fender to its normal position, themotorman draws upward the-rope 30. This raises the guard from theground, and it will then of its own weight and as a result of theposition of the double crank 12, as shown in Fig. 5, swing forward intosuch a position as to cause the rod 19 to again enter the hooks 22 andsupport the fender permanently in normal position.

It is frequently the case that when fenders of this class come incontact with an obstacle on the track while supported in normal positionout of contact with the ground the obstacle will become wedged betweenthe under side of the fender and the ground, thus rendering the fenderinoperative. By the construction shown in Figs. 6 and 71 have sought toremedy this defect. When the obstacle strikes the front end of theauxiliary guard 33 and tends to pass under said guard, the

auxiliary guard 33 will be folded back upon main guard 32 and at thesame time the fender will drop into operative position the front end ofthe main guard 32 being thus lowered into contact with the ground andoperating to pick up the obstacle instead of allowing it to passunderneath the fender and come in contact with the wheels. If the fenderis lowered by the motorman by means of the bent lever 24, the auxiliaryguard 33 acts as a support for the obstacle in the same manner as doesthe forward end of the guard of ordinary form shown in Figs. 1 and 2.When the construction shown in Figs. 6 and 7 is employed, this guard mayin many instances be repaired'at a less expense than would otherwise bethe case, for in case the forward end of the guard is damaged it issimply necessary to detach the auxiliary guard 33 and replace it with anew auxiliary guard, the main guard 32 remaining intact.

Having fully described myinvention, what Iclaim as new, and desire tosecure by Letters Patent'of the United States, is-- 1. In a fender, amember pivotally suspended from the car, a guard pivotally connected atthe rear of its center of gravity to said member, a rearwardly-openingcatch situated at the rear of the pivotal point of said guard forholding said guard by gravity, and a guide projecting downwardly fromthe car to guide the said guard into said catch.

2. In a fender, a member pivotally suspended from the car, a guardpivotally carried by said member, and a rearwardly-opening hook

